A vehicle, a leaf spring independent suspension and a method of designing the same

Abstract

The application discloses a vehicle, a steel plate spring independent suspension and a design method thereof, wherein the design method comprises the following steps: constructing a leaf spring non-independent suspension model; obtaining motion guide characteristics of the leaf spring non-independent suspension model; constructing a steel plate spring independent suspension model; obtaining a first target from the motion guide characteristics of the leaf spring non-independent suspension model; obtaining a second target by decomposing a vehicle performance target; and obtaining a third target by decomposing the vehicle performance target. The steel plate spring independent suspension designed by the design method of the steel plate spring independent suspension has the following technical advantages: 1) the weight of the suspension is obviously reduced, the impact force of the rear axle is effectively reduced, the high-speed performance and comfort can be obviously improved; 2) the load capacity is stronger, the energy consumption per unit load is lower, and the cost performance is higher; 3) the structure is simple, the transverse space is large, and the vehicle arrangement is convenient; and 4) the motor direct drive mode can be adopted, and the power transmission efficiency is further increased compared with the leaf spring non-independent suspension.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, and specifically relates to a vehicle, a leaf spring independent suspension and its design method. Background Technology

[0002] As integrated commercial and passenger vehicle chassis platforms become increasingly common, chassis design must balance the economic efficiency of commercial vehicles with the performance requirements of passenger vehicles, such as load-bearing capacity, handling, and comfort. Within the automotive chassis, the suspension system plays a crucial role.

[0003] Currently, the suspension systems in automobile chassis typically use leaf spring non-independent suspension and multi-link independent suspension, but both of these suspension systems have their own drawbacks:

[0004] 1) Leaf spring non-independent suspension, such as Figure 1 As shown, 01 represents the leaf spring and 02 represents the wheel. The aforementioned suspension structure causes the left and right wheels of the vehicle to interact, easily generating vibration and sway, resulting in a poor riding experience. Especially when driving on highways, the bouncing of one wheel directly affects the other wheel on the same axle, restricting the tire's movement trajectory. This results in poor high-speed performance and comfort of the solid axle suspension, and the vehicle's large unsprung weight leads to greater impact force on the rear axle.

[0005] 2) The structure of multi-link independent suspension is relatively complex, requiring more parts and more refined manufacturing processes. Due to the complexity of the structure and the large number of parts, the manufacturing cost of multi-link suspension is relatively high, and it occupies more chassis space, making it unsuitable for all vehicle models.

[0006] Therefore, how to solve the above-mentioned defects is a technical problem that technical personnel urgently need to solve. Summary of the Invention

[0007] In view of this, the purpose of this invention is to provide a design method for a leaf spring independent suspension, which not only reduces the unsprung weight of the vehicle and reduces the impact force on the rear axle, effectively improving high-speed performance and comfort, but also has a simple structure, large lateral space, and is convenient for vehicle layout.

[0008] Another object of the present invention is to provide a leaf spring independent suspension.

[0009] Another object of the present invention is to provide a vehicle.

[0010] To achieve the above objectives, the present invention provides the following technical solution:

[0011] A design method for a leaf spring independent suspension includes the following steps:

[0012] S100: Construct a leaf spring non-independent suspension model;

[0013] S200: Simulate horizontal and lateral movement based on the leaf spring non-independent suspension model, and obtain the motion guidance characteristics of the leaf spring non-independent suspension model;

[0014] S300: Construct a leaf spring independent suspension model, which includes a leaf spring independent suspension bushing and a leaf spring independent suspension hardpoint;

[0015] S400: Obtain a primary objective based on the motion guidance characteristics of the leaf spring non-independent suspension model. The primary objective includes the bushing sway angle of the leaf spring independent suspension. Based on the simulation results of the horizontal and lateral movement of the leaf spring independent suspension, determine whether the primary objective meets the first preset condition. If it does, proceed to step S500; otherwise, optimize the hard point of the leaf spring independent suspension and the leaf spring independent suspension bushing.

[0016] S500: Obtain secondary targets from the decomposition of the overall vehicle performance targets. The secondary targets include the variation characteristics of horizontal jump, roll, toe angle, wheel center lateral displacement, and wheel center longitudinal displacement. Based on the simulation results of the horizontal jump and roll motion of the leaf spring independent suspension, determine whether the secondary targets meet the second preset conditions. If they do, proceed to step S600; otherwise, optimize the hard points of the leaf spring independent suspension.

[0017] S600: The three-level targets are obtained by decomposing the overall vehicle performance targets. The three-level targets include lateral force loading, longitudinal force loading, and self-centering torque loading. Based on the simulation results of lateral force loading, longitudinal force loading, and self-centering torque loading, it is determined whether the three-level targets meet the third preset condition. If they do, the process ends; otherwise, the leaf spring independent suspension bushing is optimized.

[0018] Optionally, the first preset condition is:

[0019] A_i≤factor_i*A_i_Max

[0020] Where A_i is the bushing swing angle during vehicle movement, factor_i is the safety factor, and A_i_Max is the maximum swing angle of the corresponding bushing.

[0021] Optionally, the bushing swing angle A_i includes the front sway angle A_f_xy, the front sway angle A_f_z, the rear sway angle A_r_xy, the rear sway angle A_r_z, the rocker arm and body mounting bushing swing angle A_u_xy, and the torsion angle A_u_z.

[0022] Optionally, the second preset condition is:

[0023] y1=f(C1,M1)+ε1

[0024] Wherein, y1 is the response variable, which includes horizontal jump, roll, toe angle, wheel center lateral displacement and wheel center longitudinal displacement;

[0025] C1 is a controllable factor, which is a highly sensitive hard-point linear displacement;

[0026] M1 is a signal factor, which includes roll angle and wheel hop.

[0027] ε1 is the first error value.

[0028] Optionally, the third preset condition is:

[0029] y2=f(C2)+ε2

[0030] Wherein, y2 is the response variable, which includes lateral compliance, lateral force beam angle, lateral force outward tilt, righting moment beam angle, longitudinal compliance, and longitudinal force beam angle;

[0031] C2 is a controllable factor, which is a bushing stiffness with high sensitivity;

[0032] ε2 is the second error value.

[0033] A leaf spring independent suspension, employing the design method of a leaf spring independent suspension as described in any of the above claims, wherein the leaf spring independent suspension includes a leaf spring, a steering knuckle, and a linkage mechanism;

[0034] The leaf spring is disposed at the lower part of the steering knuckle and is perpendicular to the axial direction of the steering knuckle;

[0035] The linkage mechanism includes a first link and a second link, both of which are mounted on the steering knuckle and arranged vertically with the steering knuckle as the center point.

[0036] Optionally, the first link and the second link are staggered in the vertical direction, and the first link is placed inside the second link.

[0037] Optionally, the vertical distance between the first link and the second link gradually increases from the direction closer to the steering knuckle to the direction farther away from the steering knuckle.

[0038] Optionally, both the first connecting rod and the second connecting rod are circular tube structures, or square tube structures, and / or...

[0039] Both the first connecting rod and the second connecting rod are aluminum castings or stampings.

[0040] A vehicle comprising a leaf spring independent suspension as described in any of the preceding claims, wherein there are at least two sets of leaf spring independent suspensions, which are disposed opposite to each other between two wheels;

[0041] Also includes:

[0042] A subframe, wherein the subframe is disposed between the two sets of leaf spring independent suspensions;

[0043] The wheel, wherein the steering knuckle is mounted at the center of the wheel;

[0044] A shock absorber assembly is mounted on the steering knuckle and is positioned corresponding to the inner side of the leaf spring.

[0045] As can be seen from the above technical solutions, the leaf spring independent suspension designed by the design method of the leaf spring independent suspension disclosed in the embodiments of the present invention has the following technical advantages:

[0046] 1) The unsprung weight of the leaf spring independent suspension disclosed in the embodiments of the present invention is significantly reduced, which effectively reduces the impact force on the rear axle. The two wheels do not interact with each other, the bounce of one wheel will not affect the other wheel, the movement trajectory of the tire is unrestricted, and the high-speed performance and comfort can be significantly improved.

[0047] 2) Leaf spring independent suspension has a stronger load-bearing capacity, lower energy consumption per unit load mass, and a higher cost-performance ratio;

[0048] 3) The structure is simple, with a large lateral space, which facilitates the overall vehicle layout;

[0049] 4) The above-mentioned leaf spring independent suspension can adopt a direct motor drive method, which further increases the power transmission efficiency compared with the leaf spring non-independent suspension. Attached Figure Description

[0050] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0051] Figure 1 A top view schematic diagram of a leaf spring non-independent suspension disclosed in the prior art;

[0052] Figure 2 A three-dimensional structural schematic diagram of a leaf spring independent suspension provided in an embodiment of the present invention;

[0053] Figure 3A rear view of a leaf spring independent suspension provided in an embodiment of the present invention;

[0054] Figure 4 A top view of a leaf spring independent suspension provided in an embodiment of the present invention;

[0055] Figure 5 A left view of a leaf spring independent suspension provided in an embodiment of the present invention;

[0056] Figure 6 A right view of a leaf spring independent suspension provided in an embodiment of the present invention;

[0057] Figure 7 A flowchart of a leaf spring independent suspension design method provided in an embodiment of the present invention;

[0058] Figure 8 This is a schematic diagram of the angle direction of a bushing provided in an embodiment of the present invention.

[0059] Explanation of reference numerals in the attached figures:

[0060] 01-Leaf spring, 02-Wheel

[0061] 100 - Leaf spring, 200 - Steering knuckle, 300 - First link, 400 - Second link, 500 - Shock absorber assembly. Detailed Implementation

[0062] In view of this, the core of the present invention is to provide a design method for a leaf spring independent suspension, which can not only reduce the unsprung weight of the vehicle and reduce the impact force on the rear axle, effectively improving high-speed performance and comfort performance, but also has a simple structure, large lateral space, and is convenient for vehicle layout.

[0063] Another core aspect of this invention lies in providing a leaf spring independent suspension.

[0064] Another core aspect of this invention is to provide a vehicle.

[0065] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention. Please refer to [the accompanying drawings]. Figures 2 to 8 .

[0066] Please refer to Figure 2 The design method of the leaf spring independent suspension disclosed in the embodiments of the present invention includes the following steps:

[0067] S100: Construct a leaf spring non-independent suspension model;

[0068] S200: Simulate horizontal and lateral movement based on a leaf spring non-independent suspension model, and obtain the motion guidance characteristics of the leaf spring non-independent suspension model;

[0069] S300: Construct a leaf spring independent suspension model, which includes leaf spring independent suspension bushings and leaf spring independent suspension hardpoints;

[0070] S400: Obtain the first-level target from the motion guidance characteristics of the leaf spring non-independent suspension model. The first-level target includes the bushing sway angle of the leaf spring independent suspension. Based on the simulation results of the horizontal jump and lateral roll motion of the leaf spring independent suspension, determine whether the first-level target meets the first preset condition. If it does, proceed to step S500; otherwise, optimize the hard point of the leaf spring independent suspension and the leaf spring independent suspension bushing.

[0071] S500: Obtain secondary targets from the decomposition of overall vehicle performance targets. Secondary targets include the variation characteristics of horizontal jump, roll, toe angle, wheel center lateral displacement, and wheel center longitudinal displacement. Based on the simulation results of the horizontal jump and roll motion of the leaf spring independent suspension, determine whether the secondary targets meet the second preset conditions. If they do, proceed to step S600; otherwise, optimize the hard points of the leaf spring independent suspension.

[0072] S600: The three-level objectives are obtained by decomposing the overall vehicle performance objectives. The three-level objectives include lateral force loading, longitudinal force loading, and self-centering torque loading. Based on the simulation results of lateral force loading, longitudinal force loading, and self-centering torque loading, it is determined whether the three-level objectives meet the third preset condition. If they do, the process ends; otherwise, the leaf spring independent suspension bushing is optimized.

[0073] The leaf spring independent suspension designed using the design method disclosed in the embodiments of the present invention has the following technical advantages:

[0074] 1) The unsprung weight of the leaf spring independent suspension disclosed in the embodiments of the present invention is significantly reduced, which effectively reduces the impact force on the rear axle. The two wheels do not interact with each other, the bounce of one wheel will not affect the other wheel, the movement trajectory of the tire is unrestricted, and the high-speed performance and comfort can be significantly improved.

[0075] 2) Leaf spring independent suspension has a stronger load-bearing capacity, lower energy consumption per unit load mass, and a higher cost-performance ratio;

[0076] 3) The structure is simple, with a large lateral space, which facilitates the overall vehicle layout;

[0077] 4) The above-mentioned leaf spring independent suspension can adopt a direct motor drive method, which further increases the power transmission efficiency compared with the leaf spring non-independent suspension.

[0078] As a further embodiment, the first preset condition disclosed in this embodiment of the invention is:

[0079] A_i≤factor_i*A_i_Max

[0080] Where A_i is the bushing swing angle during vehicle movement, factor_i is the safety factor, and A_i_Max is the maximum swing angle of the corresponding bushing.

[0081] It should be noted that the bushing swing angle A_i includes the front sway angle A_f_xy, the front sway angle A_f_z, the rear sway angle A_r_xy, the rear sway angle A_r_z, the rocker arm and body mounting bushing swing angle A_u_xy, and the torsion angle A_u_z.

[0082] In this diagram, A represents an angle, i represents different directions for different bushing positions, f represents forward (direction), r represents backward (direction), u represents upward (direction), x represents the x-axis, y represents the y-axis, and z represents the z-axis. Please refer to the relevant documentation for details. Figure 8 , Figure 8 The following explanation uses one of the bushings as an example. Ax and Ay represent the bushing yaw angle, and Az represents the bushing torsion angle.

[0083] As a further embodiment, the second preset condition disclosed in this embodiment of the invention is:

[0084] y1 = f (C1, M1) + ε1

[0085] Wherein, y1 is the response variable, which includes horizontal jump, roll, toe angle, wheel center lateral displacement and wheel center longitudinal displacement;

[0086] C1 is a controllable factor, which is a hard point line displacement with high sensitivity;

[0087] M1 is a signal factor, which includes roll angle and wheel hop.

[0088] ε1 is the first error value.

[0089] The specific implementation method of the second preset condition is as follows:

[0090] Let y1 be an optimal combination of levels C0 for the selected controllable factor C1, designed according to the Taguchi method dynamic system. The requirement of the Taguchi method dynamic system design is that the fluctuation of y1 should be minimized (represented by variance). Let mi be the target value corresponding to the value mi of the corresponding signal factor M1. Regardless of the value mi of M1, C0 can minimize the total fluctuation of the response variable y1 and the response target mi.

[0091] Based on the principles of statistical analysis, the total sum of squares S T The differentiation process is performed, ultimately yielding the regression sum of squares S. β With the sum of squared errors S e .

[0092]

[0093] The variance σ when the number of trials is i i 2 The unbiased estimator is:

[0094]

[0095] Dynamic signal-to-noise ratio is expressed in decibels:

[0096]

[0097] As a further embodiment, the third preset condition disclosed in this embodiment of the invention is:

[0098] y2 = f (C2)+ε2 where y2 is the response variable, which includes lateral flexibility, lateral force beam angle, lateral force outward tilt, righting moment beam angle, longitudinal flexibility, and longitudinal force beam angle;

[0099] C2 is a controllable factor, which is the bushing stiffness with high sensitivity;

[0100] ε2 is the second error value.

[0101] The specific implementation method of the third preset condition is as follows:

[0102] Assume the response variable values ​​follow a normal distribution y ~ N(μ) y ,σ y 2 ), μ y 2 For the signal, σ y 2 For noise, the original signal-to-noise ratio η = μ y 2 / σ y 2 The signal-to-noise ratio is expressed in decibels (dB).

[0103] SRN = 10lg(μ y / σ y 2 )

[0104] Using unbiased estimation respectively and Alternate μ y 2 With σ y2 achievable

[0105]

[0106] For statistical mean, Let N be the coefficient of variation, and N be a sufficiently large number. Simplifying, we can obtain...

[0107]

[0108] This invention also discloses a leaf spring independent suspension, employing a design method for a leaf spring independent suspension device as described above. Please refer to [reference needed]. Figures 3-7 The leaf spring independent suspension includes a leaf spring 100, a steering knuckle 200, and a linkage mechanism. The leaf spring 100 is located at the lower part of the steering knuckle 200 and is perpendicular to the axial direction of the steering knuckle 200.

[0109] The linkage mechanism includes a first link 300 and a second link 400, both of which are mounted on the steering knuckle 200 and arranged vertically around the steering knuckle 200. When the wheel is subjected to a large lateral force, the first link 300 and the second link 400 are simultaneously compressed, providing sufficient lateral support. When the wheel is subjected to a large overturning moment, the first link 300 and the second link 400 resist deformation by pulling and compressing respectively.

[0110] The leaf spring independent suspension disclosed in the embodiments of the present invention has the following technical advantages:

[0111] 1) The leaf spring independent suspension disclosed in the embodiments of the present invention has a small unsprung weight, the two opposite wheels will not interact with each other, the bouncing of one side wheel will not affect the other side wheel, the movement trajectory of the tire is unrestricted, and high-speed performance and comfort can be significantly improved.

[0112] 2) Leaf spring independent suspension has a stronger load-bearing capacity, lower energy consumption per unit load mass, and a higher cost-performance ratio;

[0113] 3) The structure is simple, with a large lateral space, which facilitates the overall vehicle layout;

[0114] 4) The above-mentioned leaf spring independent suspension can adopt a direct motor drive method, which further increases the power transmission efficiency compared with the leaf spring non-independent suspension.

[0115] As a further embodiment, the first link 300 and the second link 400 disclosed in this embodiment of the invention are arranged in a staggered manner in the vertical direction, with the first link 300 located inside the second link 400. This arrangement not only allows for control of the wheel toe angle characteristics, but also effectively improves the steering knuckle's resistance to rotational torque by distributing the first link 300 on the opposite side of the second link 400.

[0116] It should be explained that the inner side refers to the side closest to the center of the steering knuckle 200.

[0117] As a further embodiment, the vertical distance between the first link 300 and the second link 400 disclosed in this embodiment of the invention gradually increases from the direction closer to the steering knuckle 200 to the direction farther away from the steering knuckle 200. With this arrangement, the first link 300 and the second link 400 are basically arranged in parallel, and the overall movement is a quadrilateral. The quadrilateral movement can control the Y-axis movement of the wheel and control the change of camber angle more.

[0118] The embodiments of the present invention do not limit the specific structure of the first link 300 and the second link 400. Any structure that meets the requirements of the present invention is within the protection scope of the present invention.

[0119] As one embodiment, the first link 300 and the second link 400 disclosed in this embodiment of the invention can both be circular tube structures or both be square tube structures. Of course, one can be set as a circular tube structure and the other as a square tube structure.

[0120] The first connecting rod 300 and the second connecting rod 400 can both be aluminum castings or stampings.

[0121] This invention also discloses a vehicle including a leaf spring independent suspension as disclosed in any of the above embodiments, wherein there are at least two leaf spring independent suspensions, which are disposed opposite to each other between two wheels.

[0122] Specifically, the vehicle also includes a subframe, wheels, and a shock absorber assembly 500. The subframe is located between two independent leaf spring suspensions, the steering knuckle 200 is mounted at the center of the wheel, and the shock absorber assembly 500 is mounted on the steering knuckle 200 and is positioned corresponding to the inner side of the leaf spring 100.

[0123] It should be noted that the leaf spring independent suspension disclosed in the embodiments of the present invention can be installed on the front wheel of the vehicle or on the rear wheel of the vehicle.

[0124] It should be explained that the inner side of the leaf spring 100 refers to the side away from the rear of the vehicle.

[0125] Since the vehicle uses the leaf spring independent suspension disclosed in the embodiments of the present invention, the vehicle also has the technical advantages of the leaf spring independent suspension disclosed in the embodiments of the present invention, and the embodiments of the present invention will not elaborate on these advantages further.

[0126] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0127] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0128] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A design method of a steel plate spring independent suspension, characterized by, The method comprises the following steps: S100: constructing a leaf spring dependent suspension model; S200: simulating a pitch motion and a roll motion based on the leaf spring dependent suspension model, and obtaining motion guiding characteristics of the leaf spring dependent suspension model; S300: constructing a steel plate spring independent suspension model, the steel plate spring independent suspension model comprising a steel plate spring independent suspension bushing and a steel plate spring independent suspension hard point; S400: obtaining a first target from the motion guiding characteristics of the leaf spring dependent suspension model, the first target comprising a bushing swing angle of the steel plate spring independent suspension, and judging whether the first target meets a first preset condition according to a simulation result of the pitch motion and the roll motion of the steel plate spring independent suspension, if yes, entering step S500; otherwise, optimizing the steel plate spring independent suspension hard point and the steel plate spring independent suspension bushing; S500: obtaining a second target from decomposition of a whole vehicle performance target, the second target comprising variation characteristics of a pitch, a roll, a toe angle, a wheel center lateral displacement and a wheel center longitudinal displacement, and judging whether the second target meets a second preset condition according to the simulation result of the pitch motion and the roll motion of the steel plate spring independent suspension, if yes, entering step S600; otherwise, optimizing the steel plate spring independent suspension hard point; S600: obtaining a third target from decomposition of the whole vehicle performance target, the third target comprising a lateral force loading, a longitudinal force loading and a return torque loading, and judging whether the third target meets a third preset condition according to a simulation result of the lateral force loading, the longitudinal force loading and the return torque loading, if yes, ending; otherwise, optimizing the steel plate spring independent suspension bushing.

2. The design method of a steel plate spring independent suspension according to claim 1, characterized by, The first preset condition is: A_i≤factor_i*A_i_Max wherein A_i is a bushing swing angle in a vehicle motion process, factor_i is a safety factor, and A_i_Max is a maximum swing angle of the corresponding bushing.

3. The design method of a steel plate spring independent suspension according to claim 2, characterized by, The bushing swing angle A_i comprises a front eyelet swing angle A_f_xy, a front eyelet torsion angle A_f_z, a rear eyelet swing angle A_r_xy, a rear eyelet torsion angle A_r_z, a swing arm and vehicle body mounting bushing swing angle A_u_xy and a torsion angle A_u_z.

4. The design method of a steel plate spring independent suspension according to claim 1, characterized by, The second preset condition is: y1=f(C1,M1)+ε1 wherein y1 is a response variable, the response variable comprising a pitch, a roll, a toe angle, a wheel center lateral displacement and a wheel center longitudinal displacement; C1 is a controllable factor, the controllable factor being a hard point linear displacement with higher sensitivity; M1 is a signal factor, the signal factor being a roll angle and a wheel jump amount; ε1 is a first error value.

5. The design method of a steel plate spring independent suspension according to claim 1, characterized by, The third preset condition is: y2=f(C2)+ε2 wherein y2 is a response variable, the response variable comprising a lateral flexibility, a lateral force toe angle, a lateral force camber, a return torque toe angle, a longitudinal flexibility and a longitudinal force toe angle; C2 is a controllable factor, the controllable factor being a bushing stiffness with higher sensitivity; ε2 is a second error value.

6. A leaf spring independent suspension designed by the method according to any one of claims 1 to 5, characterized in that, The steel plate spring independent suspension comprises a steel plate spring, a steering knuckle and a connecting rod mechanism; The steel plate spring is arranged at a lower portion of the steering knuckle and is perpendicular to an axis direction of the steering knuckle. The connecting rod mechanism comprises a first connecting rod and a second connecting rod, both of which are arranged on the knuckle and are arranged in an up-down manner with the knuckle as a center point.

7. The leaf spring independent suspension of claim 6 wherein, The first connecting rod and the second connecting rod are arranged in a vertical direction in a staggered manner, and the first connecting rod is arranged on the inner side of the second connecting rod.

8. The leaf spring independent suspension of claim 6 wherein, The vertical distance between the first connecting rod and the second connecting rod gradually increases from the knuckle to the direction away from the knuckle.

9. The leaf spring independent suspension of claim 6 wherein, The first connecting rod and the second connecting rod are both circular tube structures or square tube structures, and / or, The first connecting rod and the second connecting rod are both aluminum castings or stampings.

10. A vehicle characterized by comprising: The steel plate spring independent suspension comprises at least two sets of the steel plate spring independent suspension according to any one of claims 6-9, and the two sets of steel plate spring independent suspensions are arranged opposite to each other between two wheels. Further comprising: a subframe arranged between the two sets of steel plate spring independent suspensions; a wheel, the knuckle is installed at the center position of the wheel; a shock absorber assembly arranged on the knuckle and corresponding to the inner side of the steel plate spring.

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